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The C6 transmission was developed and created by Ford in the 1960s. It was very similar to the C4 transmission that was created a few years earlier, except that the C6 was designed to accommodate more torque and power than the C4, and generally to be used in the larger engine applications.
One of the most unique features that added to the durability of this transmission was the Borg Warner flexible shift band, the first transmission to have this.
The C6 was an automatic transmission used on engines such as the 351 Cleveland and the Ford 385 engines. Some well-known applications of the C6 transmission are the Ford Torino, Thunderbird and Mustang (This transmission has no relation the C6 Corvette).
This transmission was also offered in truck applications, having an extended time of being used in the Ford F-150 series trucks, and also a shorter time of availability in the Ford Broncos.
The C6 transmission was available in production from 1966 until 1996. The transmission was produced in Livonia, Michigan for much of its production life, until being moved to Sharonville, Ohio in the 80s.
Pros and Cons
The C6 transmission is called by many the best automatic transmission that Ford ever built. The transmission was very popular thanks to its strength and durability, being called indestructible by many.
The strength, combined with its simplicity makes it quite popular to this day, especially for drag racing applications.
While the transmission is known for its strength and durability, virtually all transmissions have issues, and the C6 is no different. Some of the main complaints include that the transmission can have issues with shifting into drive, or 3rd gear.
C6 Transmission Performance Specs
As mentioned, the C6 transmission is quite strong and was paired with many of the larger V8 engines from Ford. This 3 speed automatic transmission was designed to handle up to 475 lb-ft of torque, although the C6 with the aftermarket upgrades used for drag racing can handle significantly more torque.
This transmission is designed with a longitudinal orientation. This transmission was also designed to handle significant loads in order to be able to be used in the large engine variants of the F-150.
The 3 gears selected for the C6 are identical to the gear set for the C4, with 2.46 for 1st, 1.46 for 2nd, 1 for 3rd and a reverse gear ratio of 2.18.
Materials, Size and Weight
The C6, as with the C4, was designed with a goal of reducing the overall weight. The C6 was also made of cast aluminum alloy, including both the main housing and the bell housing. In order to further reduce the weight, approximately 10 lbs of powdered metal was used where required.
The length of the transmission was 22 3/8 inches for all variants of engines to which it was coupled, despite multiple bell housing bolt patterns being required due to engines it was mating with.
The dry weight of the C6 is approximately 140 pounds, while the torque converter adds an additional approximate 30 pounds to the weight.
The C6 transmission with the stock pan requires 7 quarts of oil, while an extra 2-4 quarts is commonly required, based on the torque converter being used.
The C6 is largely considered the best automatic transmission ever built by Ford. With an impressive 30 year run from 1966 until 1996, this transmission was well known for its strength, a main reason that this transmission is so common in drag racing today.
The 3 speed automatic transmission was also a significant lighter variant of the transmission it replaced, which helps to improve the performance of the car for various reasons. The C6 overall was quite similar to the C4, but it was designed for handling heavier loads and torque, up to 475 lb-ft as a stock transmission.
| C-6 'Selectshift Cruise-O-Matic' | |
|---|---|
| Overview | |
| Manufacturer | Ford Motor Company |
| Production | 1966–2004 |
| Body and chassis | |
| Class | 3-speed longitudinalautomatic transmission |
| Related | Ford C4 |
| Chronology | |
| Predecessor | Ford MX |
| Successor | Ford 6R Ford 5R110W |
The Ford C6 is a heavy-duty automatic transmission built by Ford Motor Company between 1966 and 1996. It was marketed as the 'SelectShift Cruise-O-Matic'. Compared to its predecessor MX transmission, the C6 offered lower weight, less complexity, less parasitic power loss, and greater torque capacity for larger engines. It did this without exceeding the packaging dimensions of the MX. These design goals were in line with those of the C4 for smaller engines. It was given the name 'SelectShift'[1] because if the transmission was placed in first or second gear, the transmission would only use that gear selected from a standing stop or if in motion, and was very helpful when driving on limited traction situations, where the torque of the engine would gradually move the vehicle, or if engine braking was needed on a downward incline. Once the transmission was placed in third, all three gears would be used in a normal fashion.
Design[edit]
To cut down on weight and cost, the C6 featured a simple, three speed Simpsonplanetary gearset. To aid in shift quality and long term durability, it was the first automatic transmission designed to use the Borg-Warner flexible shift band. It had disc clutch plates instead of bands on the low and reverse gears.[2] It got new composite plates and valving.[2] This gave it the capability to handle 475 ft-lb of torque.[2]
The C6 was used in trucks and cars with larger engines. Five different bell housing varieties exist for use with various Ford engine families:
- The Windsor pattern was used on the 300 I6, the Ford Windsor engines and the 351 Cleveland.
- The 460 pattern was used on the 351M and 400 and all of the Ford '385' engines.
- The FE pattern was used on the FE engines
- The rare 66 - 68 Lincoln MEL 462 pattern which was used on 66 - 68 Lincoln Continentals with the 462 engine and also on 68 - 69 Lincoln Continentals with the 460. This pattern rounds off on the passenger side to clear the heat/AC box on the 66 - 69 Lincoln firewall.
- Diesel pattern. This was similar to the FE/'385' pattern but the two are not interchangeable.
The transmission is very popular in the sport of drag racing today, with units equipped with manual valve bodies and transbrakes, some of which are air shifted. It is also widely used in off-road applications due to its reputation of being nearly indestructible. It does, however, have a reputation of greatly reducing performance as well as fuel mileage, due to the amount of power it requires to operate.
Applications:
- 1978–1991 Ford Bronco
- 1967–1996 Ford F-Series
- 1964–1970 Ford Fairlane
- 1966-1974 Ford Galaxie
- 1966–1980 Ford LTD
- 1977–1979 Ford LTD II
- 1966–1979 Ford Ranchero
- 1966–1979 Ford Thunderbird
- 1968–1976 Ford Torino
- 1966–1979 Lincolns
- 1966–1969 Mercury Comet
- 1967–1973 Ford Mustang
- 1967–1978 Mercury Cougar
- 1966–1972 Mercury Meteor
- 1968–1976 Mercury Montego
- 1968–1974 Mercury Monterey
- 1977 Mustang Cobra 2
E4OD[edit]
The C6 core components were used to build Ford's first electronically controlled automatic transmission. The E4OD was introduced in 1989 and used in both light and heavy duty applications. The E4OD has four forward speeds and electronic shift controls replacing the hydraulic governor control mechanism of the C6.
Applications:
Ford C6 Transmission For Sale
- 1990–1996 Ford Bronco
- 1989–1998 Ford E-Series
- 1997–1998 Ford Expedition
- 1989–1998 Ford F-Series
- 1993–1995 SVT Lightning
4R100[edit]
The E4OD was updated in 1998 and this new transmission was the last rendition of the C6. It was largely the same as the E4OD, but with some changes to internal components to address durability concerns when put behind the ever increasingly powerful Powerstroke Diesel Engine. In 1999 it was fitted with a PTO for auxiliary equipment attached to heavy duty trucks. To follow Ford's new naming schemes for its other transmissions, Ford renamed the E4OD the 4R100.
Applications:
- 1999–2004 Ford Lightning (F-150 SVT)
- 2002–2003 Ford F-150 Harley-Davidson Edition
- 1999–2003 Ford F-150 7700 Series (LEV - Low Emissions Vehicles only)
- 1999–2003 Ford Super Duty
- 1999–2003 Ford Expedition (with 5.4 V-8)
- 2000–2003 Ford Excursion
- 1997–2004 Ford E-Series
- 2002 Lincoln Blackwood[3]
- 1998–2004 Lincoln Navigator[3]
See also[edit]
References[edit]
- ^'SelectShift Automatic'. Ford. Ford Motor Company. Retrieved 9 March 2021.
- ^ abcDavid W. Temple (1 January 2010). Full-size Fords: 1955-1970. CarTech Inc. pp. 98–. ISBN978-1-934709-08-5. Retrieved 22 September 2013.CS1 maint: discouraged parameter (link)
- ^ ab'Identify a Torque Converter'. IDATC.com. Retrieved 7 February 2021.
Ford C6 Transmission Linkage Diagram
